Ohio gyro accident

[Rando]

I received this email from a friend who knows I fly a gyro, anyone know anything about it? I am trying to get more details about what he read but so far he has not replied to my email.

"Read in the paper there was a gyro crash on Friday night in Ohio with two
aboard..."

[Al_Hammer]

Two men killed in homemade Gyrocopter:

http://www.wkyc.com/news/news_fullstory.asp?id=27191
WILMOT -- Two men died Friday after an ultralight aircraft they were in clipped a power line and crashed.

Forty-one-year-old Arthur Close, of Wilmot, operated the homemade Gyrocopter, part airplane and part helicopter. He and his passenger, 32-year-old Matthew Gfell, of Milan, died. The State Highway Patrol says Close died at Massillon Community Hospital nearly one hour after 3:30 p.m. the crash. Gfell was pronounced dead at the scene.

Police Chief Lenny Hummel said the aircraft clipped a power line with its wheels. Wilmot is in Stark County, about 15 miles southwest of Canton in northeast Ohio.

(The image on the front page is an example of a Gyrocopter.)

The FAA is currently investigating the incident.

[B8MFlorida]

Very Sad-
He loved Gyros-
We go back about 10 years ago when I lived in the Suburbs of Cleveland Ohio.
He had a single seater, a mixture of a Bensen/Air Command that had very nice touches throughout the Gyro.
I also remember when he bought his Side by Side Air Command he was very mad with the new engine(Sub) or the guy who Built/Installed it.
He use to let me and others, keep our gyros in his hanger at Middletown Ohio, until the airport Management told him they didn't want multiple gyros in one hangar.
I remember it was at this Airport that I trashed a new set of Bensen Blades doing solo low runway flights.
I felt really down and he encouraged me that my machine can be repaired.
He was going through I believe a difficult time with his divorce during this period.
He use to bring his very young son to the Hangar and he would ride his bike around.
I also, rememeber his Father bringing down to the Hangar his Honda Goldwing borrowing some of Art's tools to adjust the tracking of the sidecar on his Motorcycle.
We kind of loss touch with each other, and I would always wonder what he was doing or if he was OK or still into gyros.
He would always go out of his way for a fellow gyro friend.
Couldn't have met a nicer man,
My condolences to his family.
We lost a good soul, We're going to miss you,buddy.............additional info on this tragedy can be found here:
www.indeonline.com/left.php?ID=1120&r=1
Send me a private email if you would like the link to send an on-line condolence to the family.

[barnstorm2]

My sympathies to the families and friends of the lost pilot and passenger.

I think I met Art at Mentone this year, if he is the same Art.

[Rick Whittridge]

Very sad to here this news tonight.Art & I got into gyros about the same time. I remember seeing him solo at Brookville,Ohio years ago when visiting Glenn Bundy.He was a good friend & will be missed.

[CLS447]

Shar & I are very sad to hear this. This has to be the same Art Close we had the pleasure of meeting & spending time with at Mentone, He was just finishing up his SxS Elite Air Command w/ SUB4 EA81. Of course , his project was very near & dear to my heart because it was very close to my new gyro.

I never had the chance to get back with him on his progress. I can guess that it was flying. I wonder if the lack of power ,that my gyro is suffering, put him into that wire.

Our sympathy goes out to their family & friends.

It is hard to describe the sorrow that we are feeling after this terrible news.

Please everyone, STAY AWAY FROM WIRES !

[barnstorm2]

Chris,
Yes it was the sxs. I have a photo of the wreck and an article from the newspaper. I did not want to post it out of respect but I can send you a copy if you email me. I got your phone messages from last night. I should have some time to chat later today/night.

[gyroplanes]

Does anyone have a photo of Art Close they could post here ?
I certainly remember the name but can't place a face with it.

My deepest sympathies to his family and friends.

[PW_Plack]

This reporting has to make the ultralight folks mad. An Air Command SxS is certainly no "ultralight."

[Rick Whittridge]

Tom, If you contact Pam at the office she probably has some pic`s of Art & Glenn. Art spent alot of time with Glenn in Brookville. You might remember his super nice Black Bensen hybrid that had a full flying tail that said EXTREME OBSESSION

[gyroplanes]

I was e-mailed a picture of Art. I never met him but do remember seeing him around. I certainly remember seeing the "Extreme Obsession" I took several pictures of it.

That makes about 7 or 8 gyro pilots that I know that have had wire strikes..... most died.

My condolences to the friends and family of Art Close.

[gyropilot]

This reporting has to make the ultralight folks mad. An Air Command SxS is certainly no "ultralight."I'm saddened... no sickened... at the loss of another pilot... especially a fellow gyroplane pilot. It seems like Art was a well liked friend of many and had been around for awhile. This is a terrible loss for both his and the passenger's family.

[Original message edited to remove my question about the aircraft status and pilot judgement. My apologies to Art... RIP.]

John L.

[B8MFlorida]

"While it doesn't have a *direct* bearing on this crash, can someone please tell me what he was doing flying an unregistered (and therefore uncertificated) two-place gyroplane, not only with a passenger, but presumably before a proper flight-test period had been flown off?"

N9117S=Registered Owner Arthur V. Close

[PW_Plack]

John,

The aircraft received its airworthiness certificate in 1995. What makes you assume it did not have its 40 hours flown off?

[gyropilot]

N9117S=Registered Owner Arthur V. Close

What makes you assume it did not have its 40 hours flown off?

The FAA accident / incident report stated it was unregistered. If it's unregistered, then it can't have an airworthiness certificate.

If Art was operating legally and showing good judgement, then I appologize and withdraw my comments.

************************************************** ******************************
** Report created 12/7/2004 Record 3 **
************************************************** ******************************

IDENTIFICATION
Regis#: UNREG Make/Model: EXP Description: EXP- HOME BUILT
Date: 12/03/2004 Time: 2030

Event Type: Accident Highest Injury: Fatal Mid Air: N Missing: N
Damage: Unknown

LOCATION
City: WILMOT State: OH Country: US

DESCRIPTION
HELO DEPARTED BEACH CITY, OH (2D7). AT WILMOT THE NOSE GEAR CLIPPED AN
ELECTRICAL LINE AND HELICOPTER CARTWHEELED INTO THE GROUND. THE 2 POB ARE
REPORTED FATAL. WILMOT, OH

INJURY DATA Total Fatal: 2
# Crew: 1 Fat: 1 Ser: 0 Min: 0 Unk:
# Pass: 1 Fat: 1 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:

WEATHER: NOT REPORTED



OTHER DATA
Activity: Pleasure Phase: Unknown Operation: General Aviation

Departed: BEACH CITY, OH Dep Date: Dep. Time:
Destination: UNKN Flt Plan: NONE Wx Briefing: U
Last Radio Cont: NONE- NO RADIO
Last Clearance: NONE

FAA FSDO: CLEVELAND, OH (GL25) Entry date: 12/06/2004

[LARRYEBOYER]

I'm quite amazed at some thought processes on this forum. We hear of the demise of a fellow pilot and immediately we want to pick through the bones? Registered or unregistered? so what. Two good men lost their lives and that's a shame in its self.In the sport of aviation, lives are lost all the time. Pilot error plays a major part in these accidents. Let's let the FAA sort it out and let us not pass judgement. I personally feel for the families.

[The Rock]

I couldn't agree with you more, Larry. When I think of all the times I have done dumb things while flying -- there but for the grace of God go I...

[gyroguy]

I'm quite amazed at some thought processes on this forum. We hear of the demise of a fellow pilot and immediately we want to pick through the bones? Registered or unregistered? so what. Two good men lost their lives and that's a shame in its self. In the sport of aviation, lives are lost all the time. Pilot error plays a major part in these accidents. Let's let the FAA sort it out and let us not pass judgement. I personally feel for the families.

As the PRA Safety Guy, I have the unfortunate job of looking at rotorcraft accidents and their causes. The FAA called this gyro a "helicopter" -- and counted it "unregistered." Maybe the National Transportation Safety Board will investigate the accident, maybe not. It's not a topic for me to address here.

What's really important is what the FAA and the NTSB won't examine. Each fatal accident is a personal tragedy. In this case, two personal tragedies. Two men have died. We know one had a father, ex-wife(?), and son. Each has lost a person who was unique in the cosmos and can never be replaced.

There are economic tragedies, too. Often the life insurance companies won't pay because it was an aviation accident. Income from the vocations of the deceased stops immediately. Funeral expenses run at least $5K and funerals are not optional. All this places unexpected $$$ demands on suffering families.

Just an idea: if you knew either of the deceased, rather than send an e-mail to the family, dig into your wallet and send money instead of flowers or condolences. By the time the funeral is over, the family should be able to hold their wallets to their ears and hear the ocean. And there will still be house payments coming due.

--Kerry Cartier

[gyroplanes]

The funeral home site http://www.byerly-lindsey.com/obit.asp had a picture and obituary for Art. I don't believe I ever met him, but my heart goes out to his friends and family and to the friends and family of the other deceased.

[gyropilot]

Just an idea: if you knew either of the deceased, rather than send an e-mail to the family, dig into your wallet and send money instead of flowers or condolences. By the time the funeral is over, the family should be able to hold their wallets to their ears and hear the ocean. And there will still be house payments coming due.Can someone who knows the family get an address we can send a donation to in Art's memory? I'd like to help out. If you feel uncomfortable posting the information publically, can you please send it vis private message?

Thanks,

John L.

[PRA]

Can someone who knows the family get an address we can send a donation to in Art's memory? I'd like to help out.
John,
Art's parents address is:

Robert & Sandra Close
322 E Main St
Loudonville, Oh 44842-1355

[PW_Plack]

Larry,

If we're "picking through bones," it's only because we're alarmed at how many bones there are.

Gyroplanes are the safest form of powered aircraft, yet reportedly have an accident rate 23 times that of general aviation overall. The only explanation for this paradox is human error. This leaves many of us trying to determine what the legitimate risk factors are, so we can take action to minimize risks.

Falcon Insurance, the only agency currently writing gyroplane liability policies, believes the most important risk factors are lack of the gyroplane rating, lack of registration, lack of training in type, and faulty design. As a result, they will only insure pilots who have the Private Rotorcraft/Gyroplane rating, have an N-number, have taken training approved by the kitmaker, and fly a kit design they're convinced is safe.

We all have to make similar evaluations personally, not to determine risk/revenue ratios like an insurance underwriter, but to look at our families with a straight face and tell them we've analyzed the risks we're about to take. I'd like to think this forum exists, in part, to allow thoroughly airing every observation its thousand members can make about an incident.

Passing judgement on the character of the pilot? No. I can't know the reasons anyone flies illegally, or even trust the NTSB and FAA to accurately report whether the flight was legal or not. Making a judgement on the risk factors leading up to the crash? Yes, and I'd better be ready to do that every time there's an accident, or I'm careless.

I intend to live many more years, but just in case, let me make my last request known right here: If I die in a crash, be sensitive about what you say around my kids at my funeral. Here on the forum, please pick very publicly thru my bones until you're satisfied you know what happened to me, and see if you can keep it from happening to you.

[Vance]

I would like to take what Paul said a step further and more personal. I have made many mistakes in life that should have caused my death. I try to learn from each one of them. I have crashed motorcycles 4 times over 100 mph and twice over 250 mph. I have not been caught (crashed) making the same mistake twice. I build my own race bikes, so I have no one to blame but me. I design much of my own saftey equipment so once again I have no wone to blame but me. In order to enjoy motorcycles at speed I must believe that it won't happen again, and if it does, I will be in a condition that I can enjoy what is left of my life.

Early in my Helicopter training I learned that wires are a problem and to fly over the poles. That doesn't mean that I won't make that mistake when I am not paying attention or that I will always turn instead of try to climb over the wire, but it does mean that I will do my best to always be aware of the wires, especialy if I am flying in unfamiliar teritory. An accident like this reminds me how easy it is to slip and how hard the fall can be. I need to be reminded. I have seen people on this forum fly over the wires and people shrug it off as "I know what I am doing, that is just for beginers."

If I die in an accident I hope that I will do for my friends what the friends that have gone before me have done for me, remind the living how to stay alive.

I have made worse mistakes than this one many times. Thank you, Vance

[barnstorm2]

Well said Paul and Vance.

The same goes for me.

I would just request an open mind be kept before during and after the FAA reports. Chances are I did something even more bone-head then assumptions might indicate. ;)

Importantly I would want people to know it was pilot error and not a design defect in my beloved gyros.

[Rotornut]

Amen. MJ :)

[barnstorm2]

Please read:

http://www.mansfieldnewsjournal.com/news/stories/20041210/localnews/1724017.html

[Hognose]

Interesting line from the obit (see Tom Milton's link):

"He was recently employed with a Czech gyrocopter manufacturing company to test pilot the aircraft."

I'm not familiar with any Czech gyro companies. My Czech is pretty rusty (I'm not even sure what "gyroplane" is; helicopter is vrtúlník but gyro beats me) but european aviators from the smaller nations frequently conduct business in English, French or German... let me see what I can find out.

cheers

-=K=-

[Cobra Doc]

"Picking through the bones" is what some of do for a living. We have have to know how and why aircraft crash. The requirements that Falcon Insurance has in place were put there by the underwriters. Since I'm hopefully in the final phases of doubling the number of underwriting companies available to you guys, expect to required to licensed as Rotorwing; Gyroplane pilots with an FAA registered aircraft. I would be surprised, based on the gyro accident rate, if managemnet doesn't include the requirement for an annual CFI check out in Make and Model. Single seat guys will have to work that out with the CFIs.
I couldn't get insurance on the dirt-bike if I tried and I have a motorcycle license. he bike isn't licensed and we never use it on public roads. The "Thumper" is licensed and insured. Even though I've been riding for almost 30 years the insurance isn't cheap.
As for flying into wires, I have had my helicopter pilots literally stop the aircraft if they came to a map page that didn't have wires marked and high-lighted. The solution was usually go around the unmarked page or break flight profile and fly at altitudes of 1000' higher than the surrounding terrain. That's not a good altitude for an Army helicopter when the shootin' starts. Wire strikes in rotorcraft are so common that there is an entire monthly magazine devoted to the problem. I don't rember if it is published in the UK or Australia.

[craigjackson]

Kevin, while attending the 2004 PRA Convention, I met four gentlemen from the Czech Republic who were building and wanting to market their gyros here in the US. In fact, I took their test pilot up so that he could see how my Sycamore MK1 flew. He didn't speak english, so before we took off, we reviewed hand signals so that we both knew how to communicate who had the flight controls. The only one in the bunch who could speak english was John Prusa, who, according to his card, lives in WV. Their web address is http://www.baueravion.cz

They were all very cordial and I had no apprehension flying with their test pilot. I don't recognize Art as being one of the four, however.

My Sympathies to the family.

[Hognose]

Craig, I'm now doubly sorry I didn't get to Mentone this year -- I would have had a chance to work on my rusty Czech, and meet you, and see a real live Sycamore!

cheers

-=K=-

[gyropilot]

NTSB Identification: NYC05LA027
14 CFR Part 91: General Aviation
Accident occurred Friday, December 03, 2004 in Wilmot, OH
Aircraft: Close Air Command, registration: None
Injuries: 2 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On December 3, 2004, about 1530 eastern standard time, an unregistered Air Command amateur built gyrocopter was substantially damaged when it impacted the ground, while maneuvering to land in an open field. The non certificated student pilot and passenger were fatally injured. Visual meteorological conditions prevailed for the personal flight that departed the Beach City Airport (2D7), Beach City, Ohio, destined for an open field across from the pilot's house. No flight plan was filed, and the flight was conducted under 14 CFR Part 91.

According to a witness, the pilot, passenger, and himself arrived at the airport, and removed the gyrocopter from a hangar. To the witness, everything looked new on the gyrocopter and in good condition. The pilot completed the preflight, did not mention identifying any discrepancies, and then started the engine. He let the engine operate for 10 to 15 minutes, and it "sounded good." The witness then watched the pilot, along with the passenger, board the gyrocopter and taxi to the runway. The witness drove to the planned landing area in preparation of helping move the gyrocopter from the field to the pilot's garage to be stored for the winter.

The witness arrived at the field a couple of minutes prior to hearing the gyrocopter approach. He then saw the pilot and passenger wave as they circled overhead approximately 50 feet agl. As the gyrocopter started to maneuver to land, the witness saw it pitch up just prior to contacting a wire. The gyrocopter immediately pitched down, and impacted the ground. The witness added that prior to contacting the wire; the gyrocopter appeared to be functioning normally.

According to a Federal Aviation Administration inspector, examination the gyrocopter revealed no preimpact failures or malfunctions.

[Doug Riley]

Before drawing any firm conclusions about the "uncertificated" and "unregistered" part, remember that an ASC-registered ultralight trainer operated by a qualified BFI fits this description -- but is still legal to fly under the ASC exemption. I'm not sure how diligent the FAA is about noting these facts.

[Cobra Doc]

Since the pilot was a "non certificated student", do we assume the passenger was the BFI? Which one forgot to check the destination field for obstructions prior to this flight? Had the pilot ever flown in to this field before?
I love picking over the bones.

[Doug Riley]

You can be a student pilot (or no pilot at all) from FAA's point of view and still be a BFI (or even AFI) from the ASC-waiver point of view. Admittedly it's not all that likely as a practical matter.

The two "licensing" systems don't talk to each other.

[Cobra Doc]

I can't say I've ever agreed with the ASC system. I've always believed that in the civilian world a flight instructor should be FAA qualified. When I flew hang gliders in NC, my flight instructor held several instructor ratings. JMHO

[GyroRon]

Sounds like to me that the pilot had either not known of the wires prior to the flight or forgot about them. As he was coming in to land he must have spotted the wire at the last minute, Pulled the stick back - causing the pitching up. but it was too late, and the gyro snagged the line and it just dropped from the sky. I wonder if the wire hit the pilot and passenger and was the cause of the fatal injury or was it the fall?

[GyroRon]

And As a pilot who has flown many years as a " ultralight " pilot and now for a year as a Private pilot, it is my honest opinion that holding a rating or registering the gyro would have NOT done anything to prevent this accident. This was a case of poor planning and simply not knowing the area where he was going to land - a field next to his house... -

the only thing that might have been different had he followed the rules, would have been he would have been alone in a light single seater like a Gyrobee instead of a heavier two place with his friend. So there would have been one death instead of two. But like I said above, the flip side is IMHO is had he been legal, he would have still been able of making this simple mistake and his friend would have been legal to be there in the passenger seat and so on....

Lesson to learn..... LOOK for powerlines, cell phone towers, radio towers, etc... Anything that you might fly into. Know where these things are if your going to be low enough you could hit them.

[Vance]

Wire strikes are the number one reason that Helicopters collide with terrain. It is so easy to forget for a moment and you cannot see the wires in time to do anything. I was taught to look for the poles, and fly over the pole instead of the wire. I was taught to over fly the landing zone at altitude, looking for hazards before decending to pattern altitude. It is so very easy to not follow these sugestions and most of the time you get away with it, only reinforceing the bad habit. Lets all be carefull out there. Thank you, Vance

[Cobra Doc]

I guess I made an incorect assumption. (No surprise there. Last time I tried to walk on water I got wet.) I was assuming that proper rotorcraft training includes wire avoidence with just about every flight. Since almost all my rotor experiences are related to either being an Army Crew Chief or Air Traffic Controller, wire caution is an ingrained action. I was either looking for wires or reporting new ones. When I do finally get a gyro, I may have something to teach my instructor.

[barnstorm2]

My gyro instructors taught me to cross at the poles and to look for features in the landscape that might indicate wires or fences.

[GyroRon]

I think most instructors will teach some about power lines and fences and so on - my ultralight fixed wing instructor taught me all about this stuff 10 years ago -

But unlike helicopters which can safely be flown right off the deck. I believe most gyro instructors expect their students to do 99.9 percent of their flying at least 500 feet AGL where powerlines are not going to be. Unless your landing and then common sence should kick in to scan the area for obstructions.

[WN]

This part of the report still bewilders me: "destined for an open field across from the pilot's house." I can't imagine an area on this planet that I do not know more intimately than the area surrounding my own property. This guy was an experienced gyro pilot. How could he not know about those power lines?

There must be more to this story. It just doesn't make sense.

[Doug Riley]

Maybe there's more to it. However, diverted attention is a wondrous thing. In the excitement of making a low pass with a passenger over the spectators (itself a precision maneuver), it would be possible to lose track of where the wires are.

I've done such things myself, luckily not with very serious results, but a couple were awfully damn close.

Prior gyro-wire collision accidents come to mind. They each involved very experienced pilots who weren't totally unfamiliar with the neighborhood. One victim was taking videos of the crowd during a low pass. Another may have been distracted by smoke stinging his eyes. A third was following the "leader" (whose home field it was) and may have been concentrating on that task.

Distracted attention causes a huge percentage of operator-error accidents with all kinds of machinery. Often, the error in hindsight looks incredibly dumb. If you're distracted, however, you're bringing ZERO brainpower to the task at hand.

[MGman]

Excellent point Doug - I know I scare myself sometimes when my cell phone rings and I take the call, while I am driving - After the call, I find I can't really remember what was happening on the road after the phone call is over - I guess I was just driving by instinct - scary!! I've tried made it habit to pull over and make a call back rather than take the call while driving. If I do have to take the call, I make it quick and tell the person I will call them right back, after I find a place to safely pull off the road.

I've come to the conclusion that you can't really do two tasks at the same time and be efficient at either - I would think the same thing must apply to flying - You should be only concentrating on flying while flying - particularly when low to the ground during landing and/or takeoff -

However, I do think it is probably somewhat different when flying with some altitude, when you can pretty much let the aircraft fly itself (if it's a stable machine). I do really enjoy the pictures taken by others on the forum of their areas when flying at altitude. Its just the low dangerous stuff, taking pictures sometimes in front of spectators, when a person's concentration is on something other than the task at hand - flying the aircraft - that would seem to be dangerous.

[gyroplanes]

Prior gyro-wire collision accidents come to mind. They each involved very experienced pilots who weren't totally unfamiliar with the neighborhood. One victim was taking videos of the crowd during a low pass. Another may have been distracted by smoke stinging his eyes. A third was following the "leader" (whose home field it was) and may have been concentrating on that task.

1. Bob Lindsey, PRA treasurer ?
2. Indiana chapter president returning home to South Bend area following a meeting?
3. Russ Jansen?

My additions

4. Ken Brock, former PRA president, hit antenna wire on LA-to-Kitty Hawk flight.
5. Former PRA treasurer (still living) hit wire during "aerobatics" show at company picnic.
6. Still living, high speed pilot hit NDB powerline at Bensen Days.
7. Still living, instructor pilot hit powerline during impromptu airshow at friends farm. Electrical flash followed by quick trip to ground. pilot (minor burns) & gyro (major) damaged.
8. Legendary underpowered gyro incident in florida. Gyro tangled with a powerline (clothesline) caught wire (line) in rotorhead and "looped" out of it. reportedly.

Any others anyone?

[Doug Riley]

Yes, Tom. Since we're naming names, #2 was Jack Cohee, pres. of the Indiana PRA chapter.

[Hognose]

Who is to say what were the attention factors in these mishaps -- but I find Doug's point about "0% brainpower on the task at hand" when you are distracted very, very compelling. The same factors are at work in fixed-wing tower strikes and CFIT accidents. I recall one where a guy was VFR in crummy weather so he followed a traintrack through the mountains. He had told people he'd do that because trains only go up relatively mild inclines, so the terrain wouldn't outclimb him. He hit a rock face about 250 ft. above a tunnel entrance. Poor guy was probably looking down at the train tracks and never knew what hit him.

Also, Doug is dead on about the FAA not communicating with the ASC/USUA ultralight world. The FAA inspector who is probably assigned to work this prang for NTSB may not even know such a thing as BFI or AFI exists. I used to bag on the Administrator for her, shall we say, late arrival in the world of aviation. However, she has gamely climbed in and flown in a wide array of light aircraft and sport aircraft, even a pterodactyl, which I know for a fact many of her minions won't do.

So... next thing... is to get her into a gyro...

cheers

-=K=-

[BUD ONEAL]

WE HAVE HAD TWO IN fLA. IN THE PAST 15 YEARS OR SO. ONE BY A PILOT WHO NEVER FLEW BELOW 2500 EXCEPT TO LAND OR TAKE OFF HE LET HIM SELF GET TRAPPED IN BETWEEN THREE SETS OF POWER LINES IN PAHOKEE FL. WHEN HE SAW THE LINES IN FRONT OF HIM HE MADE A QUICK PANIC TURN TO THE RIGHT AND HIS LEFT WHEEL CAUGHT THE POWER LINE.HE CRASHED INTO THE SUGAR CANE FIELD AND WAS KILLED. THAT WAS A GREAT LOSS.A REAL GOOD MAN.
THE OTHER WAS A SHOW OFF WITH HIS MACHINE.INSTEAD OF FUELING AT THE AIRPORT HE THOUGHT IT WOULD BE FUN TO LAND ON THE BUSY HIGHWAY AND TAXI TO THE 'QUICK STOP' AND GET FUEL.HE HAD NO SAFTY PERSON TO STOP TRAFFIC AND WAS CAUGHT WITH HIS OPTIONS GETTING SMALLER HE GOT OFF THE GROUND BUT COULD' NT CLEAR THE POWER LINES AND COULD"NT LAND INTO THE APPROCHING TRAFFIC.HIS ROTOR CLEARED THE POWER LINE BUT THE MAST DID'NT.THE GENE POOL WAS CLEANED FROM HIS STUPIDITY.AS RON SAYS 'JUST MY TWO CENTS WORTH'.

[Jerseywing]

As far as the wires being near his landing area, sometimes things are there and such a part of the landscape that you forget/overlook what they are. Can't see the forest for the trees and familiarity breeds contempt are two phrases that come to mind. Either way it is a sad loss and will be a good reminder to me to make sure I really see what I'm looking for instead of what I'm looking at.
I hope this makes sense.
Mike

[birdy]

Read'n this thread realy drives home my oppinion that I do live in gods gyro country.

I mite have trees ,mountains ,a million acers of thick scrub, fences,eagles,cattle,dust devals by the dozen and dust storms to contend with ,but on power lines............a hazard you can't see till you hit it if your not on the ball.
I do get a little nervy sometimes when me 'strip' is a 15' wide road,hard against a 4'6" electric fence with a howling cross wind tho.

Doug mentioned 'distractions'.
I reckon this is the cause of 99% of pilot error.Wether your preflight'n with some clown yabber'n in your ear ,or a passenger who reckons your a mainiac.If he'd only shutup,I could concentrate.Trouble is,he don't know the hazards,so you can't blame him,but you better ignor im.
The biggest hazard I'd hav to contend with would be the ground crew talk'n over the radio between themselves when I'm somewhere else hav'n a hard time.Plenty of times I'v had to turn off the radio coz they were distracting me.
Intence concentration on the job[the cattle] when yard'n up and forget'n I'm fly'n isn't healthy ether.On several occasions I'v been watch'n the lead cow,try'n to keep my present postion and waiting for her to make the first move.Some times you'l get a faverable wind that'll hold you still,on the power curve,but most times your in sink and have to keep 'crabing' sideways to keep AS up ,but give the impression to the cow that your not moving[as in a mexican standoff.].This means flying sideways,look'n the way you went,not the way your going.Instinct may be a good pilot ,but you gotta refresh its memory occasionaly as to where the trees are.Plenty of times I'v been doing this ...and see the top of a tree appear only inches below that I'd just missed.
Oneday I won't miss it.
Death may be a good option,coz tell'n you lot bout 'why ' I hit the tree would be very embarressing.

PS;It was also the 'yabber' over the radio that distracted my attention when I got caught 'fly'n blinde' over a fire.


Keep your mind on the job,you life depends onit.